Inside feed stoker



May 6, 1930. N; M. LOWER INSIDE FEED STOKER Filed Jan. 8. 1926 a Sheets-Sheet 1 and 7' [Elmer- Eda/in AFC N. M LOWER TAL 1,757,580

'INSIDE FEED STOKER Filed Jan- 1926 :5 Sheets-Sheet 2 May 6, 1930.

May 1930.

INS IDE FEED .STOKER 3 Sheet -s 3 Urn egg Patented May 6, 1930 UNITED STATES PATENT OFFICE NATHAN M. LOWER, LONNIE EDWARD OSBORNE, AND EDWIN ARCHER TURNER, OF

PITTSBURGH, PENNSYLVANIA, ASSIGNORS, BY MESNE ASSIGNMENTS, TO THE STANDARD STOKER COMPANY IN (7., OF NEW YORK,

WARE

N. Y., A CORPORATION OF DELA- msrnn FEED sroxnn Application filed January 8, 1926. Serial No. 79,976.

This invention relates to stokers for steam boilers, and more particularly to stokers for locomotives and the like.

One of the objects of the invention is the s provision of new and improved means for transferring fuel from the tender of a 1000-.

motive and delivering the same in a plurality of streams to the firebox through the grates thereof.

Another object of the invention is the pronew and improved means whereby the fuel transferring screws may be removed from their casings or conduits.

A'still further object of the invention is the provision of new and improved means for protecting the exposed upper ends of the fuel transfer casings from the intense heat of the burningfuel.

Another object of the invention is the provision of a new and improved stoker that is cheap to manufacture, easilyassembled, efficient in operation, light in weight and composed of few moving parts.

Other and further objects and advantages of the invention will appear from the following description taken in connection with the accompanying drawings, in which Fig. 1 is a side elevation of a portion of a locomotive and tender showing the invention in position thereon, with parts in section and parts broken away;

Fig. 2 is a plan view of the forward portion of a stoker, with parts in section and parts broken away, and showing the locomotive in horizontal section; i

Fig. 3 is a section on line 3-3 of Fig. 2;

Fig. 4 is a section on line 4.-4 of Fig. 2;

Fig. 5 is a side elevation of a portion of a locomotive showing a modified form of transfer conduit, with parts broken away; 7

Fig. 6 's a horizontalsection of a modified form of a portion of the stoker mechanism; Fig. 7 is a horizontal section showing a a portion of modified form of protecting member for the exposed portlon of the transfer conduit. 0n the drawings the reference character 10 designates a locomotive, and 11 the ten-,

the firebox of the locomotive comprises the conveyer 15 and the transfer members 16 and 17. The conveyer 15 comprises a casing extending from the tender to the locomotive. In the form shown, it comprises a sectional casing 18 the rear end of which is in the form of a trough located beneath a suitable opening in the bottom of the fuel tank 19 of the tender 11 for receiving the fuel from said tank as is usual in such constructions.

The casing 18 is preferably though not necessarily enlarged as at 21 and the front end of the enlargement is connected to the front section 22 of the conveyer casing by a universal joint 23. The conveyer caslng is provided with a sectional conveyer screw 24. The forward end of the rear section of this screw has its flight considerably increased in diameter as at 25 for operating in the enlargement 21. The forward section 26 of the conveyer screw may, if desired, be

provided with a double flight 30 for more evenly distributing the fuel to the two transverse casings. The forward ends of the two flights extend radially on opposite sides of the shaft and in the plane thereof for preventing the conveyer screw from wedging the fuel against the forward end of the conveyer casing. The section 26 is preferably journaled in the casing 22 at its forward end and is connected to the rear section of the conveyer screw by a universal joint 27 which is in vertical alinement with the joint 23 where-- by the sections of the conveyer may move more angularly relative to each other.

-A plurality of transfer members are used for transferring the fuel from the conveyer to the firebox. As shown, a pair of thesev members are employed. They diverge forwardly and their rear ends are united and are though not necessarily, helicoid screws rotatably mounted in said casings. Each of the casings 27 and 28 is referably made in two or more sections. s shown they are split horizontally along their longitudinal center line. The upper sections of the. casings are preferably rigidly connected to the forward section 22 ofthe conveyer casing.

" The sections 'of the transfer casings are held together by any suitable means as the bolts 32; By means of this arrangement'the transfer screws may he removed y first removing the lower sections of the casing. The forward section 22 of the conveye casing is enlarged laterally and its lower wall is preferably, though notnecessarily, cast integral with the upper sections of the easings 27 and 28. The common wall between the casings is provided with oblong openings 33 and 34 adjacent to the rear ends of the conveyer screws 29 and 31, respectively.- In the form of the device shown on the drawings the openings 33 and 34 are above the conveyer screws 29 and 31, whereby fuel delivered from the casing 22 will .fall by gravity into the transfer casings 27- and 28.

As shown in Figs. 1 to 4 the transfer casings extend forwardly and upwardly and their forward portions are curved and extend upwardly through the ates in each of the back corners of the fire ox to a substantial distance above said grates. The upwardly extending portions 35 and 36 of the casin 27 and 28 are detachably connected to e lower portions as by means of suitable lugs and bolts 290, as clearly shown in Fig. .1.

In order to protect t e exposed upper ends of the casings 27 and 28 from the heat of the burning fuel, a wall of water ipes is extended about the same. Preferably a series of pipes 37, each havin its ends secured in the back wall of the bo' er, are employed. One end of each pipe-is placed at ahigher level than the other end, thereby insuring free circulation of water therethrough from and into the boiler. The up er casing sections 35 and 36 may if desired be provided with flanges 38 at their upper ends for engaging over the pipes.37. A nozzle 40 is located in each corner of the firebox in rear of the easings for delivering a blast against the fuel as t it is forced abovethe'ends of the casings for distributing the same in'the firebox. I

- Suitable means are provided for operating the conveyer and transfer screws. As shown J a motor 39 which is preferably in the form to a four cylinder steam engme having that th f intake and exhaust ports 41 and .42 in coin mon, is employed. The 'piping' is' omitted? for the sake of clearness.- t

The conveyer and elevator screws are all operated from a sectional shaft that is con"- nected to the crank shaft 44 either directly or through a system of reducing gears. As shown, the engine extends transversely of the locomotive, and an elongated bearing or casing 45 is secured'thereto and extends, beneath the conveyer to which itis rigidly connected. A shaft 46 provided'with worms 47 and 48 for engaging the gears 49 and 51 on the shafts of th'e'transfer screws 29 and 31 respectively, is mounted in the bearing 45. The threads of the screws 47' and 48 are in opposite directions whereby the thrust of each will be counteracted by the other. g-A

sleeve 52 connects the adjacent squared ends of the shafts 44 and 46.

The conveyer screw is operated from the shaft 44 through the worm 54 on the sleeve 58,

gear 55 and shaft '56 which operates gearing" v rotatably mounted on the s uared end of the shaft 46 which is adapted to e slid into interlocking connection with the sleeve 58 rotatably mounted on the reduced end of shaft 46 or disengaged therefrom by means, of the' shifter member 59 as clearly shown in Fig. 3.

The sleeve 58 is prevented from moving inwardly by the shoulder formed at the end of the reduced portion, and from moving outwardly by the bearing 7 O seated in the end cover member. A suitable operatin memadja her for the shifter member 59 exten cent to a convenient position for the fireman.

For the sake of clearness in illustration this operating member is omitted. I

- In theroperationof the device, the fu el from the tank ,19 falls into the conveyer trough and is conveyed forwardly bythe screw 24. The enlarged casing ermitsv the fuel to oosen u whereb the dou leflight of the screw section 26 deliver it evenly to the two transfer screws ortion 21 of the I which will force it upward. i t th r ners of the firebox in front of the blasts from the nozzles, 40 for distributing 'it over the grates.

In Fi 5 is shown amodified formof fer-con uitsin which the detachable end sec- .tions 61' thereof terminateonflthe plane o'ffthe grates 62. In thisfiform-Jof -the'd nozzle 63 is elevated" above thel 'member 61 into'the zone of action .of the blasts Fig. 7 i'sshown a modified form of evice the 312.5 whereby fuel .will be permittedto pileup in- 'f e corners a sufficient distance before coming 1 pro if I tector. member: for theupper ends ofythe".

trans-fer tubes or conduits where they extend above the grates. In this form of the device spaced walls 64 and 65 are provided which extend about the casings 36 in a manner similar to the tubes shown in Figs. 1 to 4. In Fig. 6 is shown a modified construction in which the front section 26 of the conveyer screw as employed in Figs. 1 to 4 is eliminated and the casing is provided with a divider .66 which divides the fuel into two streams for the transfer screws 29 and 31 s It is thought from the foregoing taken in connection with the accompanying drawings that the construction and operation of our device will be apparent to those skilled in the "provided with anincreased number of flights,

a pair of transfer conduits having their rear at each of the back corners thereof, and means for advancing fuel through the conveyor and the conduits.

5. In combination, a locomotive having a firebox, means in a rear corner 'of said firebox for delivering fuel to said corner" and elevating it to a substantial height above the normal level of the firebed. in said firebox arid a nozzle in said corner for scattering said fuel over the fire in aerial paths. In testimony whereof we afilx our signatures.

NATHAN M. LOWER. L. EDWARD OSBORNE. EDWIN ARCHER TURNER.

ends beneath said openings for receivin fuel by gravity from the enlarged portion 0 said conveyor conduit, the forward ends of said transfer conduits curving upwardly and extending through said grates into said firebox and means in said last named conduits for conveying fuel along said transfer conduits.

2. In combination, a locomotive havin a fire-box,a tender, a conveyor for trans errin fuel from said tender to said locomotive, a p uralit of conduits extending from beneath the orward end of said conveyor to the rear corners of said firebox through the bottom thereof, means for advancing fuel along said conveyor and conduits and means for projecting fuel-forwardly and laterally from the forward ends of said conduits.

3. In combination, a locomotive having a firebox, a tender, a conveyor conduit beneath said tender and extending forwardly therefrom, a conveyor screw in said conduit, a

pair of transfer conduits extending divergently forwardly from said conveyor conduit and having. their forward ends curved upwardly and extending into said firebox one in each back corner thereof, a fuel transferring screw in each of said transfer conduits, and a steam nozzle for directing a blast across the upturned ends of said conduits for distributmg the fuel over the grates of said firebox.

4. In combination, a locomotive having a.

firebox provided with a grate, a tender, a fuel conveyor leadingfrom the tender to the 10- comotive, a pair of conduits branching from the conveyor and entering the firebox, one

III 

